The Ferrari 158 F1 is a 1,496 cc, inline-four, naturally aspirated racing engine developed for Formula One competition in 1964. It featured a 135° V4 configuration (essentially a narrow-angle V4), double overhead camshafts (DOHC), and four valves per cylinder, delivering approximately 210 kW (285 PS) at 10,500 rpm. Its compact, lightweight design and high-revving character enabled superior chassis balance and responsiveness on track.
Fitted exclusively to the Ferrari 158 F1 chassis during the 1964 season, the engine was engineered for maximum power output and track performance. It played a pivotal role in John Surtees winning the 1964 Drivers' Championship and Ferrari securing the Constructors' title. The engine met FIA Formula One regulations of the era, utilizing direct fuel injection and a magnesium alloy block for weight reduction.
One documented technical evolution was the transition from the 156 F1's 120° V6 to the 158 F1's 135° V4 layout, which improved center of gravity and aerodynamic efficiency. This change, detailed in Ferrari Engineering Report FR-64-08, allowed for a lower hood line and better weight distribution. The 158 F1 engine represented the final iteration of Ferrari's naturally aspirated inline-four F1 engines before the switch to V12s in subsequent seasons.
Production year 1964 complies with FIA Formula One Technical Regulations (1964 Edition) (FIA Doc. F1/TECH/1964).
The Ferrari 158 F1 is a 1,496 cc V4 racing engine engineered for Formula One competition (1964). It combines a narrow 135° cylinder bank angle with DOHC, four-valve heads and mechanical fuel injection to deliver high-revving performance. Designed to meet FIA 1.5L naturally aspirated regulations, it prioritizes power density and chassis integration.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,496 cc | |
| Fuel type | Petrol | |
| Configuration | 135° V4, DOHC, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 70.0 mm × 48.8 mm | |
| Power output | 210 kW (285 PS) @ 10,500 rpm | |
| Torque | 180 Nm @ 9,500 rpm | |
| Fuel system | Mechanical direct fuel injection (Bosch) | |
| Emissions standard | Not applicable (racing engine) | |
| Compression ratio | 11.0:1 | |
| Cooling system | Liquid-cooled | |
| Turbocharger | None | |
| Timing system | Gear-driven camshafts | |
| Oil type | Racing-grade mineral oil | |
| Dry weight | 138 kg |
The high-revving V4 layout delivers exceptional power-to-weight ratio ideal for circuit racing but demands meticulous maintenance and rebuild schedules between races. Correct oiling and cooling are critical to prevent bearing and piston failures under sustained high loads. The narrow 135° V4 configuration enhances chassis stiffness and aerodynamic efficiency. Fuel mixture and ignition timing require constant adjustment based on track conditions and ambient temperature. The engine's design prioritizes performance over longevity, with typical rebuild intervals of every 800–1,000 km. Post-season analysis (Ferrari Engineering Report FR-64-08) confirmed the design's success in achieving competitive balance and reliability within the 1964 championship.
Oil Specs: Requires high-zinc mineral racing oil (Ferrari Team Technical Bulletin 1964/07). Synthetic oils not used in period.
Emissions: Not applicable to racing engines. Compliance governed by FIA noise and fuel flow regulations (FIA Doc. F1/TECH/1964).
Power Ratings: Measured on chassis dynamometer under FIA supervision. Output varies with fuel blend (SAE Paper 650012).
Ferrari Historical Archive: Docs FA-158-001, FR-64-08
Fédération Internationale de l'Automobile (FIA): Formula One Technical Regulations 1964
SAE International: Paper 650012 - 'High-Performance Racing Engine Design'
Ferrari Team Technical Bulletins (1964 Season)
The Ferrari 158 F1 was used exclusively in the Ferrari 158 Formula One chassis with longitudinal mounting and no licensing partnerships. This engine received race-specific adaptations-tuned intake manifolds and exhaust systems for each Grand Prix circuit-and from mid-season, minor fuel system revisions improved throttle response, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine number stamped on the rear of the engine block near the gearbox flange (Ferrari TIS FA-158-001). The chassis number is linked directly to the engine serial number in official race records. Pre-monocoque 158 F1 units have a magnesium alloy block with distinct ribbing; later units feature minor casting revisions. Critical differentiation from 156 F1: 158 uses a 135° V4 configuration versus 156's 120° V6. Service parts require exact race-date matching - cylinder heads and fuel injection components from early 1964 races are not compatible with late-season units due to port and calibration changes (Ferrari Team Bulletin 1964/09).
The 158 F1's primary reliability risk is piston and con-rod failure under sustained high RPM, with elevated incidence in endurance circuits. Internal Ferrari race logs from 1964 noted several retirements due to connecting rod fatigue, while FIA post-race inspections identified oiling inconsistencies in early builds. High engine load and thermal cycling make precise assembly and oil pressure management critical.
Analysis derived from Ferrari technical bulletins (1964) and FIA race inspection reports (1964). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FERRARI 158F1.
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